Piper PA-23-160 accident near Toledo, Ohio, August 30, 1988
On August 30, 1988 at about 4:36 pm local time, a Piper PA-23-160, registered N4049P, was destroyed in an accident near Toledo, Ohio. It was an instructional flight under general aviation rules (Part 91). 2 people were seriously injured; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FATIGUE FRACTURE, FOR REASONS UNDETERMINED, WHICH LEAD TO THE LOSS OF A PROPELLER BLADE FROM THE RIGHT ENGINE. THIS IN TURN LEAD TO THE MARGINAL CONTROLLABILITY OF THE AIRCRAFT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 1988 · about 4:36 pm local time
- Place
- Toledo, Ohio · map
- Type
- Accident
- Injuries
- 2 people were seriously injured; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4049P · no longer on the register · serial 23-1526
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE PRACTICING ILS APPROACHES AND RECEIVING VECTORS, THE AIRCRAFT EXPERIENCED A LOSS OF ONE BLADE OF THE RIGHT PROPELLER. THE PILOT/FLIGHT INSTRUCTOR ATTEMPTED TO SECURE THE ENGINE; HOWEVER, THE ENGINE HUNG DOWN AND PREVENTED FULL CONTROL OF THE AIRCRAFT. WITH FULL POWER ON THE LEFT ENGINE, THE AIRCRAFT MADE A SLOW DECENDING TURN TO THE RIGHT UNTIL IMPACT WITH A UTILITY POLE, TREES, A VEHICLE AND THE TERRAIN. A POST IMPACT FIRE ERUPTED AND CONSUMED MOST OF THE FUSELAGE. ONE PERSON ON THE GROUND RECEIVED MINOR INJURIES FROM FALLING TREE LIMBS. SUBSEQUENT EXAMINATION REVEALED A FATIGUE FAILURE OF THE PROPELLER HUB. FACTORS CONCERNING INITIATION OF THE FATIGUE FRACTURE WERE NOT POSSIBLE FROM PHYSICAL EVIDENCE FOUND.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,164 hours in all; 101 in this make and model; 295 in the last 90 days; 82 in the last 30 days; 1,070 as pilot in command; 715 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 4,206 hours
- Last inspection: 100-hour inspection, June 30, 1988; 88 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-320-B1A (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: OH17 Napoleon OH at 3:45 pm
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 7 knots
- Visibility: 15 statute miles
- Sky: scat at 4,000 ft
- Temperature: 72°F (22°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from TOL, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.